EP3071442B1 - Verfahren zur entwicklung eines nenndrehmoments eines elektromotors eines kraftfahrzeugs und zugehöriger antriebsstrang - Google Patents

Verfahren zur entwicklung eines nenndrehmoments eines elektromotors eines kraftfahrzeugs und zugehöriger antriebsstrang Download PDF

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EP3071442B1
EP3071442B1 EP14793237.0A EP14793237A EP3071442B1 EP 3071442 B1 EP3071442 B1 EP 3071442B1 EP 14793237 A EP14793237 A EP 14793237A EP 3071442 B1 EP3071442 B1 EP 3071442B1
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Prior art keywords
reference torque
torque
cons
rotation speed
value
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English (en)
French (fr)
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EP3071442A1 (de
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Laurent Fontvieille
Emmanuel Buis
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Renault SAS
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Renault SAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B60L15/2018—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking for braking on a slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2072—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2072—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off
    • B60L15/2081—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off for drive off on a slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/24—Driver interactions by lever actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B60L2250/28—Accelerator pedal thresholds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/42—Control modes by adaptive correction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to the control systems of electric powertrain that can be found on electric or hybrid motor vehicles.
  • An engine control system includes a set of sensors, and includes one or more electronic control units.
  • the engine control makes it possible to interpret the driver's will, translated for example by acceleration and brake pedal signals, into a positive or negative motor torque setpoint, which corresponds to the desired wheel torque. by the driver.
  • the engine torque setpoint before being sent to the engine, or to be converted into several separate instructions for each of the vehicle's engines in order to distribute the total traction force of the vehicle between the engines, may be subject to to different digital or analog filtering, and can be modified in certain special cases, to respond to various strategies for optimizing the operation of the vehicle. It is then transmitted to a power electronics system (comprising, for example, an inverter and a chopper) which provides, as a function of the setpoint values, a power supply (voltage and current) making it possible to obtain the desired operation of the motor.
  • the electronic power system supplies the various coils of the electric motor so as to convert the electric power available on the vehicle to mechanical power, which is then transmitted to the wheels of the vehicle through a possible reduction system.
  • traction chain refers to the set of electromechanical members which ensure the transmission of the engine torque to the wheels of the vehicle.
  • a system making it possible to convert the setpoint to the accelerator pedal or the setpoint to the brake pedal, into an electrical signal supplying the motor.
  • the electrical and / or mechanical system connecting the accelerator pedal to the engine power supply electronics, as well as the physical transmission system of the torque between the engine and the wheels of the vehicle are subject to inertia, reaction and, especially for the mechanical part, to friction that can cause delays in the execution of the desired torque to the wheels, or even cause jerks in terms of propulsion torque of the vehicle.
  • a vehicle is driven at least partially by an electric motor, and when the vehicle moves on a sloping road, one can be in configurations where the electric motor, while delivering a pair of constant sign, changes the direction of rotation according to the intensity of the support of the driver's foot on the accelerator pedal or on the brake pedal.
  • dry friction when the motor slows down to change the direction of rotation, the motor, like the associated traction chain, is subjected to friction forces called "dry friction".
  • dry friction The value of these dry friction varies abruptly when the relative speeds of certain mechanical parts pass below a speed threshold, which threshold is specific to each pair of parts and to its surface states.
  • the document US2012235612 relates to an electric motor control device for an electric vehicle, in which is added to the motor torque setpoint a term for compensating the resonance phenomena in the vehicle caused by motor torque oscillations.
  • the document US2013218393 improves the driving feeling in reverse for an electric vehicle by adding a torque correction to the torque setpoint for negative speeds.
  • the document US2010244755 discloses a control system for an electric machine in which a corrective term is added to the torque setpoint in order to reduce the torque ripples.
  • the document FR2970682 describes a method for reducing the amplitude of a braking energy recovery setpoint around the resonance frequency of the torque transmission chain of a vehicle.
  • the object of the invention is to propose an engine control device which makes it possible to limit, or to avoid, torque surges at the wheels linked to the phenomenon of dry friction.
  • This control system must be economical, that is to say must use the sensors already present for other applications, as standard on a vehicle, must be stable over time, that is to say must remain effective during the life of the vehicle despite the phenomena of wear of the parts, which significantly alter the friction coefficients involved, and must be applicable to a large number of vehicles of the same manufacturing model, without the need to perform a calibration of the vehicle control system by vehicle, to compensate for the dimensional dispersions of vehicle manufacture.
  • a first torque setpoint is calculated from a pedal signal acceleration of the motor vehicle, and is added to this first torque set a corrective increment when the rotational speed of the electric motor is lower in absolute value at a first rotational speed threshold.
  • the acceleration pedal signal can be calculated from several signals of several man-machine interface elements operable by the driver of the vehicle, for example an accelerator pedal and a brake pedal.
  • a pedal may be replaced by a joystick or by any other device for transmitting a graduated value instruction.
  • a non-zero corrective increment is added to the first torque setpoint only when the rotation speed is lower in absolute value at a first rotation speed threshold. The addition of the corrective increment is only done as long as the rotational speed remains between a minimum limit that is less than zero and a maximum limit that is greater than zero.
  • the motor is controlled by a final torque setpoint value including the corrective increment if it is applied.
  • a negative corrective increment is imposed if the last crossing of the first rotation threshold has taken place for a positive value of the rotational speed of the motor, and a positive corrective increment is imposed if the last crossing of the first rotation threshold has taken place. for a negative value of rotational speed of the engine.
  • an equivalent method can be obtained by systematically imposing a positive corrective increment if the last crossing of the first rotation threshold has taken place for a negative value of engine rotation speed, and imposing a Negative corrective increment if the last crossing of the first rotation threshold has taken place for a positive value of engine rotational speed.
  • a frequency response is calculated as a function of the rotational speed of the motor, this frequency response is added to the first torque setpoint, and when the rotation speed is lower in absolute value than the first speed threshold. of rotation, before adding the frequency response, a multiplying coefficient is applied to it amplifying the effect of the frequency response. The multiplier coefficient is applied to the frequency response before adding the frequency response to the calculated setpoint from the signal of the accelerator pedal.
  • a multiplier coefficient is not applied, or a constant multiplier coefficient is applied when the absolute value of the rotation speed is greater than a second threshold.
  • the second threshold may be equal to the first threshold.
  • the multiplying coefficient is equal to 1 when the absolute value of the rotational speed is greater than the second threshold, and the multiplying coefficient is strictly greater than 1 when the rotational speed is lower in absolute value than the first threshold.
  • the ratio between the maximum value of the multiplying coefficient and the value of the multiplying coefficient when the absolute value of the rotation speed is greater than the second threshold is between 1.5 and 10, and preferably between 2 and 10. and 6.
  • the first threshold may be different from the second threshold, if for example one starts to impose a multiplying coefficient greater than one, for two values of different absolute values on either side of zero.
  • the zero-speed multiplier coefficient of rotation of the electric motor is increased in absolute value with the absolute value of the first torque setpoint.
  • the multiplier coefficient is strictly increasing in absolute value with the absolute value of the first torque setpoint.
  • the given regime multiplier coefficient for a regime value which is distinct from zero but of absolute value less than the first rotation speed threshold is also increasing, and preferably strictly increasing, in absolute value, with the value absolute of the first torque setpoint.
  • the multiplier coefficient at zero speed increases in absolute value linearly with the absolute value of the first torque setpoint.
  • the given regime multiplier coefficient for a regime value distinct from zero but from an absolute value lower than the first rotation speed threshold also increases by linear way in absolute value with the absolute value of the first torque setpoint.
  • the multiplier coefficient applied to the frequency response is of constant sign regardless of the sign of the rotational speed of the electric motor at the time of the last crossing of the first rotation threshold.
  • the invention also proposes a power unit for a vehicle with electric or hybrid propulsion according to claim 4.
  • the control unit can be further configured to calculate a frequency response as a function of the rotational speed of the motor, to be configured to add this frequency response to the first torque setpoint, and to apply a multiplying coefficient that amplifies the effect of the Frequency response when the rotational speed is lower in absolute value than the first rotational speed threshold.
  • a motor vehicle 1 with electric or hybrid propulsion comprises a powertrain 2.
  • the powertrain 2 comprises an electric motor 3, assembled to the frame 8 of the vehicle by a suspension system 9 and includes electric accumulator batteries 29 feeding the vehicle.
  • electric motor 3 through a power electronics system 6.
  • the electric motor 3 is connected to the drive wheels 4 of the vehicle by a transmission chain 5 including couplers and reducers for transmitting the torque of the engine to the wheels .
  • the power electronics system 6 is controlled by an electronic control unit 10 and makes it possible to convert a torque setpoint to the wheels emanating from the electronic control unit 10 into an adequate power supply of the electric motor 3 from batteries 29.
  • the electronic control unit 10 is connected to a position detector of the windings of the electric motor 28, which transmits to the electronic control unit 10 a speed ⁇ value of rotation of the electric motor 3.
  • the electronic control unit 10 receives a first setpoint of torque C cons emanating from a unit torque setpoint generator 11, itself receiving a signal from an accelerator pedal 7 of the vehicle.
  • the torque set development unit 11 may also be connected to a brake pedal (not shown) of the vehicle, and may be configured to set the first torque set in function, both of the pedal position. acceleration, the position of the brake pedal, and other elements of the vehicle running context, such as for example a gear lever position.
  • the first torque setpoint delivered by the unit 11 translates, as a first approach, the driver's desire in terms of torque to the wheels requested from the vehicle.
  • the electronic control unit 10 can superimpose on this first torque setpoint, various strategies for optimizing the running of the vehicle, for example different types of filtering to avoid jerking of the vehicle, or a distribution of the requested torque between a electric motor and a combustion engine of the vehicle, especially if the vehicle is a hybrid type vehicle.
  • the figure 2 illustrates in a simplified way the effects on the speed of rotation ⁇ of the motor 3 - which has an effect on the speed of rotation of the wheels of the vehicle - dry friction which occur during the phases of cancellation of the rotation speed ⁇ of the electric motor 3 of the figure 1 .
  • a vehicle 1 'not equipped with the invention is shown on a sloping roadway 12 on which it can move either by advancing in an upward direction 13, or backwards in a downward direction.
  • figure 2 shows a curve 15 of possible variations of a set torque emanating from an acceleration pedal of the vehicle 1 '.
  • this first setpoint torque C cons is constantly positive, it increases in a first time during a period 17 (rise phase "M"), goes through a maximum, then decreases for a period of time 18 (descent phase "D" ) and goes through a minimum.
  • a solid line curve shows the measured variations of rotation speed ⁇ of the motor.
  • the speed of the motor 3 is positive, that is to say that the vehicle 1 'begins to climb the slope 12. Then the torque applied by the engine and transmitted to the wheels decreases and becomes insufficient to counter the effect of the weight of the vehicle.
  • the rotation speed ⁇ of the motor decreases towards 0 to reach a zero speed at an instant A.
  • the rotational speed being zero, the motor is subjected to dry friction braking torques which hold the engine for a few moments. still, until the total torque applied to the engine, both because of the power supply of the engine, and because of the torque to the wheels by the weight of the vehicle, succeeds in countering the dry friction torque.
  • the speed ⁇ of the motor then becomes negative, and the vehicle 1 'starts to move backwards.
  • the setpoint torque C _consistent imposed by the signal of the accelerator pedal continues to increase, which slows down the reverse of the vehicle, then immobilize it at a time B.
  • the speed of the engine then passing again by 0, the dry friction torques require that a greater motor torque is applied to again cause a positive displacement speed, that is to say in the direction of the rise 13 of the vehicle 1 '.
  • the speed of the vehicle and the speed of rotation of the engine then continue to increase, while the driver 'lifts his foot', causing a decrease in the target torque to the pedal, for a time interval noted 18 on the figure 2 .
  • the speed of the vehicle and the speed of rotation of the engine then decrease, because of this decrease in the reference torque to the pedal.
  • the speed of rotation of the motor passes again by 0 at a time C, and the friction couples again cause a delay to the rearward movement of the vehicle due to dry friction, similar to the phenomenon described for the moment.
  • the measured rotational speed curve of the vehicle engine 1 'corresponds to the curve in solid line, and present, at the time of 0 passes through the speed of rotation ⁇ , that is to say, at instants marked A, B, C, trays at zero speed succeeding non-slope speed variations nothing.
  • This curve in solid line shows that the occupants of the vehicle undergo acceleration jolts at the time of passage by 0 of the rotational speed of the engine.
  • the dashed line curve illustrates desired rotational speed changes ⁇ of the engine, which would allow the occupants of the vehicle to perceive fewer acceleration jolts than when the engine describes the actually measured curve.
  • the figure 3 illustrates an electric vehicle 1 equipped with a control system of a powertrain according to the invention, performing the same type of maneuver as the vehicle 1 'precedent on the same floor slope 12. Found on the figure 3 common notations to the figure 2 , the same elements being designated by the same references.
  • the electric motor of the vehicle is this time controlled by means of a corrected torque setpoint C cons_corr represented on the graph 19 of the figure 3 .
  • the resulting rotational speed curve of the electric motor 3 of the vehicle is shown in graph 20 of FIG. figure 3 .
  • the value C cons_corr corresponding to the curve 19 is imposed a sudden and temporary decrease in value below the average plot of the curve, in order to temporarily accentuate the imbalance of the forces applying to the vehicle in favor of the weight of the vehicle, and so as to effect a transition to negative rotational speeds of the engine without creating a discontinuity of the acceleration angle of the engine and discontinuity of the linear acceleration of the vehicle.
  • the figure 4 illustrates a simplified algorithm 30 of a method according to the invention for limiting or avoiding angular acceleration discontinuities of the vehicle engine during passage through the zero angular speed of the rotational speed of the engine.
  • the position detector 28 of the electric motor 3 of the figure 1 emits an ⁇ value for motor speed or rotation.
  • a test is made to see if this rotation speed ⁇ is greater than a minimum value ⁇ min .
  • a test is performed to see if this rotation speed ⁇ is less than a minimum value ⁇ max .
  • the results of the tests 31 and 32 can, for example in Boolean form, be sent on a logical multiplier "AND" 33. If the result of the logic multiplier 33 is positive, in a step 36 a multiplying coefficient G N0 is calculated which is a function the setpoint torque C cons delivered by the torque generating unit 11 from the setpoint of the accelerator pedal 7. This multiplier coefficient G N0 is strictly greater than 1 and increases with the absolute value of the torque C cons of initial setpoint, because this torque C cons translates in the vicinity of the zero speeds of rotation of the engine, the torque that must counter the vehicle to remain motionless on a sloping roadway.
  • a step 39 the value stored in the memory G N0 is sent on a multiplier 40.
  • the multiplier 40 receives on another input a function 37 represented here by K (s) which may be a function in frequency response calculated either from the initial torque set point C cons , or from the rotation speed ⁇ , or from both values.
  • the function 37 can for example be obtained by frequency filtering from the value C cons and the speed of rotation ⁇ or from a single frequency filtering of the speed of rotation of the motor ⁇ .
  • the output of the multiplier 40 can be subtracted or added, according to the signed sign conventions, to the initial value of setpoint C cons initially calculated by the unit 11 from the position of the pedal. 7.
  • the output of the subtractor 24 delivers a value C cons_corr which is sent to the power electronics system 6 to obtain a rotation speed of the engine responding to the wishes of the driver and having no angular acceleration discontinuity when passages by 0.
  • the value of the multiplier G N0 is multiplied at the level of a second multiplier 44, by a signed value 38 equal to +1 or equal to -1, before it is sent. on the multiplier 40. chooses the signature value equal to +1 or -1 so that the added torque command increment or subtracted from the initial C cons torque setpoint actually tends to accelerate the transition from speed 0.
  • the signature value can be obtained by multiplying the sign of the derivative of the rotational speed ⁇ by the current sign of the function K (s), or, depending on the variant embodiments, the opposite of this value.
  • the multiplier coefficient calculated in step 36 can, as in the embodiment of the figure 4 be a value which is a function of the first setpoint torque, this value being independent of the rotation speed ⁇ once it has been detected between a minimum terminal ⁇ min and a maximum terminal ⁇ max .
  • This value can for example be recorded in a map 45 which is a function of the first setpoint torque C cons .
  • the value sent to step 39 may come from a double-input table depending both on the speed of rotation ⁇ of the motor and on the first torque set C cons as illustrated by FIG. example in Table 1 below, without preliminary test to know if the speed ⁇ is close to zero or not.
  • the figure 5 illustrates in a simplified manner a system for generating a torque setpoint C word on a motor vehicle of the prior art.
  • the engine control system illustrated in figure 5 comprises a frequency response filter 21 which analyzes the motor rotation speed signal ⁇ by applying to it a transfer function 22 represented here as a quotient of the first transfer function H by a transfer function ⁇ which is an estimate of the physical behavior G of the power train 2 of the vehicle.
  • a high-pass filter 23 is applied following the transfer function 22, and the result of the successive application of the transfer function 22 and of the high-pass filter 23 is returned in the form of a function K (s) on a subtracter 24 where the result of the frequency response filter 21 is subtracted from the initial setpoint C cons delivered by a unit for generating the first torque setpoint from a pedal signal of acceleration.
  • a dashed line is an adder 25 which represents the addition, in terms of physical behavior, of different torque disturbances which are added to the torque delivered by the vehicle engine in response to the torque setpoint C word .
  • the torque resulting from the torque produced due to the setting C word modified by couples disruptive C disturbed is physically converted by the physical system 2 showing the powertrain -and shown schematically here by a physical transfer function G (s) - in a rotation speed ⁇ , which can be measured by means of a position detector 28 of the electric motor.
  • the rotational speed or rotational speed ⁇ which is then used to calculate the corrective term K (s) using the frequency response filter 21.
  • the disturbing torque C includes specific terms corresponding to the forces and to the dry friction torques, these torques essentially applying when the rotational speed ⁇ is close to 0.
  • the figure 6 illustrates an adaptation of the engine control system of the figure 5 , which makes it possible to reduce the effect of the disturbing couples related to the phenomenon of dry friction.
  • the engine control system of the figure 6 takes over elements of the engine control system from the figure 5 , the same elements being designated by the same references.
  • the engine control system of the figure 6 comprises a multiplier coefficient generator G N0 which can, for example, perform the steps preceding the sending of the multiplier coefficient G NO on the figure 4 .
  • the generator 26 delivers a multiplier coefficient greater than 1, and which is preferably increasing with the absolute value of the first setpoint torque C cons .
  • the generator 26 delivers the multiplier coefficient G NO on a multiplier 40, in order to amplify the value K (s) ( ⁇ ) before sending this corrective value on the subtractor 24.
  • the generator 46 thus receives as input both the measured values ⁇ of the rotation speed of the motor and the first setpoint value C cons delivered by the processing unit 11 interpreting the signal of the acceleration pedal of the vehicle.
  • the engine speed values in absolute values below which the multiplying coefficient is assigned a value greater than 1 correspond to low threshold values, here a value of 5 revolutions / minute, because these are the values below which the friction behavior approaches a quasi-static behavior.
  • the choice of these threshold values can typically depend on the sensitivity with which the position sensor 28 of the electric motor is able to measure the rotational speed of the motor.
  • the threshold may depend on the engine architecture, the fit of the parts, the type of lubricant used and may be adapted depending on the engine temperature and / or the temperature outside the vehicle to take into account the temperature parts of the transmission chain other than those directly in the vicinity of the engine.
  • the rotation speed threshold below which the multiplier coefficient is greater than 1 may for example be between 2 and 100 revolutions / minute, and preferably between 2 and 10 revolutions / minute, and if the accuracy of the detector 28 allows between 2 and 6 revolutions / minute.
  • the detection threshold of a non-zero speed by the quantization means of the engine rotational speed is greater than the previous values, it is used as a threshold value to apply to a multiplier coefficient greater than 1 the detection threshold of the engine. speed detector.
  • Embodiments may be envisaged in which the accuracy of detection of the rotational speed of the motor would even make it possible to assign different values of multiplying coefficients for different speeds of rotation for the same value of the first set torque.
  • the invention can also be applied to hybrid drive systems, by reasoning on a first setpoint torque demanded of the electric motor as a function of both an accelerator and / or brake pedal position, and as a function of the torque distribution strategies between the engine and the vehicle's electric motor.
  • the speed of rotation taken into account will of course be that of the electric motor, which in this case can not be deduced directly from the speed of rotation of the wheels of the vehicle.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Claims (4)

  1. Verfahren zur Entwicklung eines Nenndrehmoments (Ccons_corr) eines Elektromotors eines Elektro- oder Hybrid-Kraftfahrzeugs (1), bei dem ein erster Drehmomentnennwert (Ccons) ausgehend von einem Signal des Gaspedals (7) des Kraftfahrzeugs (1) berechnet wird, ein Frequenzgang (K(s)) in Abhängigkeit von der Drehzahl (Ω) des Motors berechnet wird und dieser Frequenzgang zu dem ersten Drehmomentnennwert (Ccons) addiert wird, zu diesem ersten Drehmomentnennwert (Ccons) ein korrigierendes Inkrement hinzugefügt wird, wenn die Drehzahl (Ω) des Elektromotors als Absolutwert geringer als eine erste Drehzahlschwelle ist, indem auf den Frequenzgang ein Multiplikationskoeffizient (GNO) angewandt wird, der die Wirkung des Frequenzgangs (K(s)) verstärkt, dadurch gekennzeichnet, dass der Multiplikationskoeffizient (GN0) größer als 1 ist und mit dem Absolutwert des ersten Drehmomentnennwerts (Ccons) zunimmt und der Multiplikationskoeffizient mit einem Signaturwert gleich +1 oder -1 multipliziert wird, so dass das Drehmomentnennwert-Inkrement, das zu dem ersten Drehmomentnennwert (Ccons) hinzugefügt oder davon subtrahiert wird, wirksam dazu tendiert, den Durchgang der Drehgeschwindigkeit des Motors durch null zu beschleunigen.
  2. Verfahren zur Entwicklung eines Nenndrehmoments nach Anspruch 1, bei dem ein negatives korrigierendes Inkrement vorgegeben wird, wenn die letzte Überschreitung der ersten Drehzahlschwelle bei einem positiven Wert der Drehzahl des Motors stattfand, und ein positives korrigierendes Inkrement vorgegeben wird, wenn die letzte Überschreitung der ersten Drehzahlschwelle bei einem negativen Wert der Drehzahl (Ω) des Motors (1) stattfand, so dass das Vorzeichen des Drehmomentnennwert-Inkrements, das zu dem ersten Drehmomentnennwert (Ccons) hinzugefügt oder davon subtrahiert wird, dazu tendiert, den Durchgang der Drehgeschwindigkeit durch null zu beschleunigen.
  3. Verfahren zur Steuerung eines Elektromotors eines Kraftfahrzeugs, bei dem ein Nenndrehmoment nach einem der vorhergehenden Ansprüche entwickelt wird und der Motor durch einen Endwert des Drehmomentnennwerts gesteuert wird, der das korrigierende Inkrement beinhaltet.
  4. Antriebsstrang (2) für ein Fahrzeug (1) mit Elektro- oder Hybridantrieb, umfassend einen Elektromotor (3) und umfassend eine Steuereinheit (10), die konfiguriert ist, um ein Nenndrehmoment an den Elektromotor (3) abzugeben, wobei die Steuereinheit konfiguriert ist, um ein Signal eines Gaspedals (7) zu empfangen, um einen Schätzwert der Drehzahl (Ω) des Elektromotors (3) zu empfangen, und konfiguriert ist, um ausgehend von diesem Pedalsignal einen ersten Drehmomentnennwert (Ccons) zu berechnen, wobei die Steuereinheit (10) ferner konfiguriert ist, um einen Frequenzgang (K(s)) in Abhängigkeit von der Drehzahl (Ω) des Motors zu berechnen, diesen Frequenzgang zu dem ersten Drehmomentnennwert (Ccons) zu addieren und, wenn die Drehzahl (Ω) als Absolutwert geringer als eine erste Drehzahlschwelle ist, vor dem Addieren des Frequenzgangs, um ein korrigierendes Inkrement zu berechnen, indem auf den Frequenzgang ein Multiplikationskoeffizient (GNO) angewandt wird, der die Wirkung des Frequenzgangs (K(s)) verstärkt, dadurch gekennzeichnet, dass der Multiplikationskoeffizient (GNO) größer als 1 ist und mit dem Absolutwert des ersten Drehmomentnennwerts (Ccons) zunimmt und der Multiplikationskoeffizient mit einem Signaturwert gleich +1 oder -1 multipliziert wird, so dass das Drehmomentnennwert-Inkrement, das zu dem ersten Drehmomentnennwert (Ccons) hinzugefügt oder davon subtrahiert wird, wirksam dazu tendiert, den Durchgang der Drehgeschwindigkeit des Motors durch null zu beschleunigen.
EP14793237.0A 2013-11-19 2014-10-06 Verfahren zur entwicklung eines nenndrehmoments eines elektromotors eines kraftfahrzeugs und zugehöriger antriebsstrang Active EP3071442B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1361341A FR3013275B1 (fr) 2013-11-19 2013-11-19 Procede d'elaboration d'un couple de consigne d'un moteur electrique de vehicule automobile et groupe motopropulseur associe
PCT/FR2014/052519 WO2015075334A1 (fr) 2013-11-19 2014-10-06 Procédé d'élaboration d'un couple de consigne d'un moteur électrique de véhicule automobile et groupe motopropulseur associé

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EP3071442A1 EP3071442A1 (de) 2016-09-28
EP3071442B1 true EP3071442B1 (de) 2019-02-20

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CN109760683B (zh) * 2017-11-08 2021-06-08 郑州宇通客车股份有限公司 一种分布式驱动的纯电动车辆爬坡扭矩控制方法及系统
CN116118525B (zh) * 2023-04-03 2023-06-23 成都赛力斯科技有限公司 电机扭矩过零控制方法、装置、电子设备及新能源汽车

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JPH01271382A (ja) 1988-04-21 1989-10-30 Nippon Otis Elevator Co エレベータ始動保償装置
JP3032698B2 (ja) * 1995-04-14 2000-04-17 松下電工株式会社 パワーアシスト付運搬車
JP3481468B2 (ja) 1998-09-30 2003-12-22 三菱電機株式会社 電動パワーステアリング装置
JP4835959B2 (ja) * 2009-03-30 2011-12-14 アイシン・エィ・ダブリュ株式会社 回転電機制御装置
CN103180166B (zh) * 2010-11-19 2014-10-29 丰田自动车株式会社 电动车辆的控制装置和控制方法
FR2970682B1 (fr) * 2011-01-25 2013-01-11 Renault Sas Procede de pilotage d'un moyen de recuperation de l'energie generee au freinage d'un vehicule automobile
JP5414723B2 (ja) * 2011-03-18 2014-02-12 三菱電機株式会社 車両用モータ制御装置

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Publication number Publication date
EP3071442A1 (de) 2016-09-28
FR3013275A1 (fr) 2015-05-22
FR3013275B1 (fr) 2017-09-01
WO2015075334A1 (fr) 2015-05-28

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